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93-07-11: 93-07-11 MITSUBISHI HEAVY INDUSTRIES, LTD.: Amendment 39-8543. Docket No. 92-CE-49-AD. Applicability: The following model and serial number airplanes, certificated in any category: Models Serial Numbers MU-2B-25, MU-2B-26, MU-2B-26A, and MU-2B-40 313SA, 321SA, and 348SA through 459SA MU-2B-35, MU-2B-36, MU-2B-36A, and MU-2B-60 652SA, 661SA, and 697SA through 1569SA Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent excessive control wheel force caused by extreme elevator nose-down trim deflection, which could result in loss of control of the airplane, accomplish the following: (a) Reduce the maximum deflection of the elevator nose-down trim to a 1-degree to 3-degree range in accordance with the INSTRUCTIONS section of Mitsubishi Service Bulletin No. 079/27-010, dated August 28, 1992. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. (d) The modification required by this AD shall be done in accordance with Mitsubishi Service Bulletin No. 079/27-010, dated August 28, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1CFR Part 51. Copies may be obtained from Mitsubishi Heavy Industries, Ltd., Nagoya Aerospace Systems, 10, Oyecho, Minato-Ku, Nagoya, Japan; or the Beech Aircraft Corporation, 9709 East Central, Wichita, Kansas 67201. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on June 1, 1993.
2019-25-12: The FAA is superseding Airworthiness Directive (AD) 2016-18- 02, which applied to certain The Boeing Company Model 777-200 and - 300ER series airplanes. AD 2016-18-02 required replacing the low- pressure oxygen flex hoses with new non-conductive low-pressure oxygen flex hoses in the gaseous passenger oxygen system in airplanes equipped with therapeutic oxygen. This AD retains those actions and adds actions for certain airplanes. AD 2016-18-02 was prompted by the determination that the low-pressure oxygen flex hoses in the gaseous passenger oxygen system can potentially be conductive. This AD was further prompted by the determination that the associated service information is inadequate for certain airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
80-24-02: 80-24-02 DEHAVILLAND: Amendment 39-3973. Applies to all model DHC-2 aircraft. Compliance is required as indicated. To preclude wing/aileron flutter due to cracks and loose rivets in the aileron differential mount structures (located in the forward cabin roof), when combined with loose control cables or improperly balanced ailerons, accomplish the following: (a) On airplanes in which the aileron differential mount structure incorporates channel P/N C2CF623ND, within the next 100 hours in service, unless already accomplished within the last 500 hours in service, and thereafter at intervals not exceeding 600 hours in service, inspect channel P/N C2CF623ND and angles P/N C2CF627ND/628ND for damage, cracks and loose rivets. Repair, if necessary in accordance with DeHavilland Aircraft of Canada, Limited, Engineering Service Bulletin Series "B". No. 28 supplement dated March 22, 1963, or an FAA approved equivalent. (b) On airplanes in which the aileron differential mount structure incorporates channel P/N C2CF1265ND, within the next 100 hours in service, unless already accomplished, inspect, repair and modify in accordance with the DeHavilland Aircraft of Canada, Limited, Engineering Bulletin Series "B", No. 28 dated March 1, 1963, or an FAA approved equivalent. (c) On all airplanes, within the next 100 hours in service, unless already accomplished, ensure that the aileron cable tension is in accordance with the DeHavilland Aircraft of Canada, Limited, Service Bulletin No. 2/27, Revision A, dated August 15, 1980, and that the aileron is balanced within the limits contained in the DHC-2 repair manual, or an FAA- approved equivalent. (d) Equivalent inspections, alterations and replacement parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch,FAA, Eastern Region, may adjust the compliance times specified in this AD. This amendment supersedes AD 63-16-02. This amendment is effective November 20, 1980.
76-04-11: 76-04-11 PIPER: Amendment 39-2532. Applies to Models PA-31, PA-31-300, and PA- 31-325, Serial Numbers 31-2 through 31-7612009; Model PA-31-350, Serial Numbers 31-5001 through 31-7612018; Model PA-31P, Serial Numbers 31P-1 through 31P-7630001 and 31P-7630003; Model PA-31T, Serial Numbers 31T-7400002 through 31T-7620002, 31T-7620004, 31T-7620005 and 31T-7620007, certificated in all categories. To prevent possible hazards in flight associated with loose bolts which attach the control shaft collar to the control shaft tube, accomplish the following within the next fifty hours in service from the effective date of this AD unless previously accomplished. (a) Alter the attachment of the control shaft collar to the control shaft tube in accordance with Piper Service Letter No. 643 and the directions contained in paragraphs one through eight of the "Instructions" section of Piper Service Bulletin No. 487 or approved equivalent alteration. Equivalent alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective March 5, 1976.
64-07-03: 64-07-03 FLOTTORP: Amdt. 700 Part 507 Federal Register March 11, 1964. Applies to All F12A-3 and F12A-5 Series Propellers with FS200-1 Propeller Spinner. Compliance required as indicated. Within 15 hours' time in service after the effective date of this AD, accomplish the following rework unless already accomplished: Remove the six AN 4H7A bolts attaching the 248-1 spinner bulkhead to the propeller flange and reinstall six shorter AN 4H6A bolts. The old AN 960-416L washers may be reused. Torque bolts to 70 to 90 inch- pounds. Safety wire all boltheads with MS20995-C32 safety wire. This directive effective April 10, 1964.
2019-25-15: The FAA is adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0100 airplanes. This AD was prompted by reports of smoke in the flight deck, in conjunction with the loss of electrical power. This AD requires replacement of affected generator power transfer contactors (GPTCs), essential bus transfer contactors (EBTCs), and auxiliary power transfer contactors (APTCs), as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2019-25-14: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-300ER and 777F series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the fuselage stringers, stringer splices, and skin splice straps are subject to widespread fatigue damage (WFD). This AD requires repetitive detailed inspections of certain stringer splices and skin splice straps for any cracks, repetitive high frequency eddy current (HFEC) inspections of certain stringers and stringer splices for any cracks, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
75-23-03: 75-23-03 ALEXANDER SCHLEICHER SEGELFLUGZEUGBAU: Amendment 39- 2414. Applies to Ka2B, Ka6, Ka6B, Ka6BR, Ka6C, Ka6CR, K7, K8, and AS-K13 gliders all serial numbers, certificated in all categories. Compliance is required as indicated. To prevent structural failure of the elevator and loss of elevator control accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, remove the elevator from the glider and visually inspect the glue joint between nose rib No. 1 and the nose plywood skin on both elevator halves by probing with a small penknife. (b) If insufficient glue adhesion is determined in accordance with good aeronautical practices, before further flight, remove elevator rib No. 1 in its entirety, prepare for new glue joint by roughing the surfaces to be glued, reinstall rib No. 1 by regluing, and cover joints between rib No. 1 and nose skin with fabric to protect joint against moisture.This amendment becomes effective November 14, 1975.
75-22-14: 75-22-14 PIPER: Amendment 39-2394. Applies to Model PA-31P aircraft equipped with Hartzell Model HC-C3YN-2L or HC-C3YN-2LF propellers, certificated in all categories. Compliance required as indicated unless already accomplished. In order to prevent propeller overspeeding and loss of feathering capability due to low propeller air dome pressure, accomplish the following: 1. Within 10 hours time in service after the effective date of this AD, incorporate the following temporary instructions into the PA-31P FAA approved Airplane Flight Manual as indicated. Section III A8 Normal Operating Procedures, Engine Run-up f. Check feathering at 1000 plus or minus 20 RPM. Observe positive feathering action as evidenced by a 300 RPM drop within approximately 5 seconds. If propeller air charge is low or zero, feathering check will be sluggish or slow and no further flight shall be attempted. Refer to applicable airplane and propeller service manuals for corrective action.Section III C18 Emergency Procedures - Propeller Overspeed In-Flight a. Symptoms: (1.) RPM control may be sluggish, particularly in the direction of reducing RPM. (2.) Slight overspeed or poor synchronization at the upper end of the cruising speed range. b. Corrective Action: (1.) Control Prop overspeed by immediately reducing airspeed to approximately 135 MPH by nosing-up slightly with a simultaneous slow throttle reduction to 20- 25" manifold pressure. Do not allow airspeed to fall below best single engine rate of climb speed. Reduction of prop speed can be assisted with prop control in the "feather detent" position. Therefore, if overspeed is above the red line (2133 RPM), select feather until prop speed drops below red line, then move control out of feather position. (2.) Set propeller control to desired speed, preferably 2000 RPM or less to provide a margin below red line RPM for further surges with power/airspeed changes. (3.) Slowlyadd throttle to regain power without overspeeding the propeller. Once proper RPM is recovered, hold airspeed well below that at which the overspeed occurred, preferably below 150 MPH. Use landing gear and/or flaps to increase drag for descent and maintain a manifold pressure of at least "20". Once control of propeller speed is regained, flight can be continued at reduced airspeed. With slow throttle changes at reduced airspeed, the engine will provide climb power without overspeeding. CAUTION Do not shut down the engine in flight since the propeller will not feather without air charge; and high drag will result from the windmilling propeller. If inadvertently shut down, the engine should be restarted carefully with low RPM setting and closed throttle; airspeed should be slightly above best single engine rate of climb speed to minimize RPM surge upon starting. 2. Within 30 days after the effective date of this AD, replace the subject propellers with Hartzell Model HC-C3YN-2LU or HC-C3YN-2LUF as applicable. NOTE: Hartzell propeller Models HC-C3YN-2L and HC-3YN-2LF may be converted to Models HC-C3YN-2LU an HC-C3YN-2LUF, which incorporate feathering springs in accordance with Hartzell Service Instruction No. 102. 3. Upon installation of feathering spring propellers per paragraph 2 above, the temporary AFM instructions specified in paragraph 1 above are no longer required. 4. Aircraft may be flown to a base where the maintenance required by this Airworthiness Directive is to be performed per FAR's 21.197 and 21.199. Piper Service Bulletin No. 458 and Hartzell Service Bulletin No. 111 also pertain to this subject. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Piper Aircraft Corporation, Service Department, Lock Haven, Penn. 17745. These documents may also be examined at the Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region, Federal Building, John F. Kennedy International Airport, Jamaica, New York 11430. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Eastern Region Headquarters. This amendment is effective October 24, 1975.
83-13-08: 83-13-08 BOEING: Amendment 39-4678. Applies to all model 747 airplanes, except the 747SP, certificated in all categories equipped with either the Landing Control Logic Unit (LCLU) or Landing Rollout Control Unit (LRCU) automatic landing systems and either Collins Low Range Radio Altimeter (LRRA), Model 860F-4, or Bendix Low Range Radio Altimeter, Model ALA 51A. To prevent hard landing due to false altitude information from the LRRA to the autopilot, accomplish the following, unless already accomplished: \n\n\tA.\tWithin 15 days after the effective date of this AD, install a placard on the autopilot P10 mode control panel which reads as follows: "DO NOT USE AUTOPILOT BELOW 50 FT. ON WET RUNWAYS." The placard may be removed when either paragraph B, C, or D below is accomplished. \n\n\tB.\tRemove Collins Model 860F-4 LRRA (P/N 622-3890-0XX), if installed, and perform Collins Service Bulletin 860F-4, Service Bulletin #8. Modified units become P/N 622- 3890-1XX. Install modified, orproduction equivalents, according to the Boeing Service Bulletin 747-34A2225. \n\n\tC.\tRemove Bendix Series ALA 51A LRRA (P/N 2067631-05XX or -51XX), if installed, and perform Bendix Service Bulletin M-1632-(ALA-51A-34-56). Modified units become P/N 2067631-53XX. Install modified, or production equivalents, according to Boeing Service Bulletin 747-34A2226. \n\n\tD.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this proposal who have not already received the Service Bulletins may obtain copies upon request to Boeing, Collins Air Transport Division, or Bendix Corporation as appropriate. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective July 18, 1983.
2007-23-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Recently, a double in-flight engine shut down incident occurred on a DA42 aircraft equipped with TAE125-01 engines. The BFU (German Accident Investigation Body) found the root cause to be a violation of the Airplane Flight Manual procedures (taking-off with an insufficiently charged main aircraft battery) and momentary low voltage in the electrical system of the aircraft when retracting the main landing gear. This has been the subject of Diamond Service Information (SI) 42-040 and a subsequent EASA Safety Information Notice, SIN 2007-08, issued on 18 April 2007. The TAE125-01 and TAE125-02-99 engines, approved for installation on the DA42, are FADEC (Full Authority Digital Engine Control) controlled and are not totally independent from the aircraft electrical power supply. A significant drop of the voltage causes simultaneously a reset of the FADEC on both engines with subsequent feathering of the propeller blades. In the case of an empty battery this scenario may be considered as catastrophic at the aircraft level. We are issuing this AD to require actions to correct the unsafe condition on these products.
80-02-12: 80-02-12 MOONEY AIRCRAFT CORPORATION: Amendment 39-3670. Applies to Models M20K airplanes, Serial Numbers 25-0001 through 25-0247, certificated in all categories. Compliance is required as indicated unless already accomplished. To prevent possible failure of the fuselage tubular structure, accomplish the following: 1. Within the next 90 days after the effective date of the AD, reinforce the lower right fuselage tubular structure with a split-sleeve and clamps in accordance with Mooney Service Bulletin No. M20-220 dated November 16, 1979, or equivalent methods approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region. 2. Aircraft may be flown in accordance with FAR 21.197(a)(1) to a location where the modification required by this AD may be accomplished. This amendment becomes effective February 1, 1980.
2007-21-17: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: There has been a report of landing gear radius rods suffering cracks starting in the flashline near the microswitch boss. Such cracks can result in loss of the normal hydraulic system and may lead to a landing gear collapse. Main landing gear collapse is considered as potentially hazardous/ catastrophic. This AD mandates additional inspections considered necessary to address the identified unsafe condition. Note: The cause of this cracking is not related to previous cracking of the radius rod cylinder addressed by BAE Systems SB 32- JA040945 (CAA AD G-2005-0010), however, the consequences of a failure are the same. We are issuing this AD to requireactions to correct the unsafe condition on these products.
75-20-03: 75-20-03 PIPER AIRCRAFT CORPORATION: Amendment 39-2364. Applies to Model PA-34-200 airplanes, serial numbers 34-7250001 through 34-7450220 and Model PA-34-200T airplanes, serial numbers 34-7570001 through 34-7570308, certificated in all categories. Compliance required within the next 50 hours time in service after the effective date of this AD, unless already accomplished. To provide revised usable fuel data, accomplish the following: Replace the existing fuel quantity placards and revise the fuel system data in Airplane Flight Manual in accordance with Piper Service Bulletin Number 438 or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, P.O. Box 20636, Atlanta, Georgia 30320. This amendment becomes effective October 10, 1975.
80-02-07: 80-02-07 BRITISH AEROSPACE: Amendment 39-3657. Applies to British Aerospace Model HS 125 Series 700 airplanes with pressure refuel/defuel system installed, certificated in any category. Compliance is required as indicated unless already accomplished. To prevent the failure of the aluminum HTE "V" clamps installed in the pressure refuel and defuel system, within the next 50 hours time in service or within the next 28 days after the effective date of this AD, whichever occurs sooner, incorporate British Aerospace modification 252694, or an equivalent modification approved by the Chief, Aircraft Certification Staff, AEU- 100, Europe, Africa, and Middle East Region, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. NOTE: British Aerospace Service Bulletin 28-67 revision 1 dated December 19, 1978 and Service Bulletin 28-A66 dated October 3, 1978 refer to this same subject. This amendment becomes effective January 24, 1980.
93-18-03: 93-18-03 PRECISION AIRMOTIVE CORPORATION: Amendment 39-8688. Docket 92-ANE-07. Applicability: Precision Airmotive (formerly Facet Aerospace Products and Marvel-Schebler) Model MA-3A, MA-3PA, MA-3SPA, and MA-4SPA carburetors installed on but not limited to Textron Lycoming Model O-235, O-290, and O-320 series engines, and Teledyne Continental A-65, A-75, C-75, C-85, C-90, C-115, C-125, C-145, O-200, and O-300 series engines installed on but not limited to normally aspirated piston engine powered aircraft manufactured by Cessna, Piper, Beechcraft, and Mooney. Compliance: Required as indicated, unless accomplished previously. To prevent disruption of fuel flow to the engine resulting in engine power loss, or engine failure, accomplish the following: (a) At the next annual inspection after the effective date of this AD, inspect the carburetor to determine if a two-piece venturi is installed. Carburetors that have the letter "V" stamped or etched on the lower portion of the data plate, or that have a black Precision Airmotive data plate, already contain a one-piece venturi and do not require further action. (1) If a two-piece venturi is installed, at each annual inspection after the effective date of this AD, inspect the carburetor to determine if the primary venturi is loose or missing. If either of these conditions is found, prior to further flight, repair the carburetor by installing a one-piece venturi in accordance with the Accomplishment Instructions of Precision Airmotive Service Bulletin (SB) No. MSA-2, Revision 1, dated November 11, 1991. (2) At the next carburetor removal for overhaul or repair, but not later than 48 months after the effective date of this AD, whichever occurs first, if a two-piece venturi is installed, replace with a one-piece venturi in accordance with the Accomplishment Instructions of Precision Airmotive SB No. MSA-2, Revision 1, dated November 11, 1991. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Seattle Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Seattle Aircraft Certification Office. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection and replacement shall be done in accordance with the following service bulletin: Document No. Pages Revision Date Precision Airmotive SB No. MSA-2 1-3 1 November 11, 1991 Total Pages: 3. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Precision Airmotive Corporation, 3220 100th St. SW, Bldg E, Everett, WA 98204. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street NW., suite 700, Washington, DC. (e) This amendment becomes effective on October 29, 1993.
75-10-03: 75-10-03 PIPER: Amendment 39-2195. Applies to Model PA-32-260, serial numbers 32-01 through 32-7500039 and Model PA-32-300, serial numbers 32-40001 through 32-7540147 certificated in all categories. Compliance required before further flight after the effective date of this AD, unless already accomplished within the last ten hours in service, and thereafter at intervals not to exceed ten hours time in service from the last examination. To detect delamination of the forward baggage door, accomplish the following: (a) Examine the inside and outside of the forward baggage door along the hinge, along the leading edge, and along all inner stiffening sections for evidence of cracks or delamination of the fiberglass. (b) If the examination in paragraph (a) does not reveal any evidence of the noted conditions, no further action is necessary. (c) If the examination in paragraph (a) reveals evidence of cracks or delaminations, modify the baggage door by installing Piper Kit # 760-972V or an equivalent approved by the Chief, Engineering and Manufacturing Branch, ASO-210, FAA, Southern Region, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the modification can be performed. After modification per paragraph (c) this AD is no longer applicable. The examination required by paragraph (a) may be performed by the pilot. Piper Service Bulletin No. 463 pertains to this subject. NOTE: For the requirements regarding the listing of compliance and method of compliance with this AD in the airplane's permanent maintenance record, see FAR 91.173. This amendment becomes effective May 12, 1975.
2007-22-07: The FAA is adopting a new airworthiness directive (AD) for GE CF6-80C2D1F turbofan engines, installed on, but not limited to, McDonnell Douglas Corporation MD-11 series airplanes. This AD requires removing previous software versions from the engine electronic control unit (ECU). Engines with new version software will have increased margin to flameout. This AD results from reports of engine flameout events during flight, including reports of events where all engines simultaneously experienced a flameout or other adverse operation. Although the root cause investigation is not yet complete, we believe that exposure to ice crystals during flight is associated with these flameout events. We are issuing this AD to minimize engine flameout caused by ice accretion and shedding during flight.
75-09-10: 75-09-10 PIPER: Amendment 39-2183. Applies to Models PA-31P, Serial Nos. 31P-1 through 31P-7400213, PA-31 and PA-31-300, Serial Nos. 31-1 through 31-7401248, and PA-31- 350, Serial Nos. 31-5001 through 31-7405242 and 31-7405400 through 31-7405462 aircraft certificated in all categories. To prevent possible hazards in flight associated with loose elevator push-pull tube end fittings, accomplish the following: 1. Within the next 100 hours in service from the effective date of this AD unless already accomplished, inspect the elevator push-pull tube P/N 40847-04 for looseness in its attachment to the end fittings in accordance with the instructions contained in Piper Service Bulletin No. 409 dated June 7, 1974, for Model PA-31P or Piper Service Bulletin No. 433 dated December 17, 1974, for Models PA-31, PA-31-300, and PA-31-350 or an equivalent inspection. 2. If looseness is detected, replace with an acceptable elevator torque tube assembly P/N 40847-04 on Model PA-31Por P/N 40847-00 on Models PA-31, PA-31-300 and PA31-350. 3. Equivalent inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective April 28, 1975.
83-04-05: 83-04-05 DeHAVILLAND: Amendment 39-4568. Applies to Model DHC-3 (U-1A) airplanes certificated in any category. COMPLIANCE: As prescribed in the body of the AD. To prevent loss of primary flight controls due to fracture of the control column lower weld assembly, accomplish the following: a. Within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished within the last 75 hours, and at each 100 hours time-in-service thereafter, visually inspect the control column lower weld assembly, P/N C3CF 39-15 or C3CF 39-13 for cracks in accordance with the Accomplishment Section of DeHavilland Service Bulletin S/B No. 3/39 dated October 1, 1982. b. If no cracks are found, return the airplane to service and repeat the inspections required by paragraph a of this AD. c. If cracks are found in control column lower assembly P/N C3CF 39-13, replace the assembly prior to further flight with a serviceable assembly P/N C3CF 39-15 or P/N C3CF 39-21 (Modification 3/930) as specified in the Replacement Section of said Service Bulletin. d. If cracks longer than 1 inch are found in control column lower assembly P/N C3CF 39-15, repair or replace the assembly prior to further flight as instructed in the Accomplishment Instructions Section of said Service Bulletin. e. If cracks 1 inch or less in length are found in control column lower assembly P/N C3CF 39-15, repair or replacement may be delayed for a period of 150 hours time-in-service provided the inspection prescribed in paragraph a above is accomplished at 25-hour intervals. f. The repetitive inspections of paragraph a of this AD may be discontinued when control column lower assembly P/N C3CF 39-21 (Modification 3/930) is installed. g. The airplane may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. h. An equivalent method of compliance with this AD may be used if approved by theManager, New York Aircraft Certification Office, ANE-170, Federal Aviation Administration, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581; telephone (516) 791-6680. This amendment becomes effective on March 1, 1983.
81-18-04 R2: 81-18-04 R2 AVCO LYCOMING: Amendment 39-4199 as amended by Amendment 39-4258 is further amended by Amendment 39-4395. Applicability: All O-235, O-290-D, -D2, O-320, IO-320, AIO-320, AEIO-320, LIO-320, O-340, O-360, IO-360, AIO-360, AEIO-360, HO-360, HIO-360, LO-360, LIO-360, TIO-360, TO-360, LTO-360, VO-360, IVO-360, O-540 and IO-540 series engines, except for the following: O-320-H2AD, O-360-E1A6D, LO-360-E1A6D, TO-360-E1A6D, LTO-360-E1A6D, IO-540-P1A5, IO-540-R1A5, IO-540-S1A5 and; O-540/IO-540 series engines built with large capacity oil pumps and dual magnetos designated with "5D" in the model suffix (Example: IO-540-K1A5D). Compliance required as indicated unless already accomplished. To prevent failure of engine oil pumps which incorporate sintered iron impellers, accomplish the following: (a) Compliance is required within the next 25 hours in service after the effective date of this AD for all Lycoming HIO-360-D1A, -E1AD, -E1BD and -F1AD up to and including serial number L-22579-51A except the following: L-22311-51A thru L-22313-51A, L-22396-51A, L-22397-51A, L-22416-51A, L-22546-51A thru L-22549-51A, L-22563-51A, L-22568-51A thru L-22571-51A, and in addition all of the above engines that were overhauled in the field prior to April 1, 1981; all remanufactured engines of the above model shipped prior to April 1, 1981, regardless of serial numbers. (1) Replace the oil pump driven impeller and shaft with hardened steel impeller and shaft P/N LW-18110 and replace the driving impeller with impeller P/N LW-18109 in accordance with the instructions set forth in AVCO Lycoming Service Bulletin No. 454 dated April 10, 1981, or approved alternate method, unless it can be established that a sintered iron impeller is not installed (see NOTE below). (b) Compliance is required within the next 25 hours in service after the effective date of this AD for: Lycoming models O-360-A1LD S/Ns L-17555-36A through L-22462-36A, O-360-A1F6D S/Ns L-16685-36Athrough L-22582-36A, O-360-A5AD S/Ns L-17057-36A through L-20038-36A, IO-360-A1B6D/-A3B6D S/Ns L-9598-51A through L-16595-51A, L-17273-51A, L-17312-51A through L-17319-51A, L-17321-51A, L-17336-51A through L-17340-51A, L-17347-51A through L-17351-51A, L-17355-51A, L-17358-51A, L-17377-51A through L-17380-51A, IO-360-C1E6D, S/N L-14527-51A, TO-360-C1A6D S/Ns L-101-69A through L-243-69A, and in addition, all of the above model engines which were overhauled in the field between April 7, 1970, and October 15, 1976, regardless of serial numbers; and all of the above model engines which were remanufactured and shipped before April 1, 1981, regardless of serial numbers. (1) Replace the existing drive and driven impellers with a steel driving impeller P/N 60746 and an aluminum impeller and shaft assembly P/N LW-13775 in accordance with AVCO Lycoming Service Bulletin No. 455A dated April 24, 1981, or approved alternate, unless it can be established that a sintered iron impeller is not installed. (See NOTE below.) (c) For all other engines in the subject Applicability paragraph not specifically listed in Paragraphs (a) and (b) above, comply with Avco Lycoming Service Bulletin No. 456 dated August 21, 1981, or FAA approved revision or alternate, at 2000 hours since new or since last overhaul, whichever is later, or whenever the accessory section is removed. Those engines which have accrued 2000 hours or more on the effective date of this AD must comply within the next 100 hours in service. Compliance is required as described herein unless it can be established that a sintered iron impeller is not installed. (See NOTE below.) Alternate methods of compliance must be approved by the Chief, New York Aircraft Certification Office. Upon submission of substantiating data by an owner or operator through an FAA Maintenance inspector, the Chief, New York Aircraft Certification Office may adjust the compliance time specified in this AD. In accordance with FAR 21.197and 21.199, the aircraft may be flown to a location where the alterations required by this AD can be performed. NOTE: Engines originally manufactured prior to 1970 did not incorporate sintered iron impellers. For these engines, reference should be made to engine maintenance/overhaul logbook records, Lycoming build records, and pertinent Service Bulletins. Service Bulletin Nos. 381C and 385C describe a method to determine if the early design oil pump with aluminum/steel impellers is installed. Aluminum/steel impellers do not require replacement. Amendment 39-4199 became effective September 14, 1981. Amendment 39-4258 became effective November 19, 1981. This amendment 39-4395 becomes effective June 7, 1982.
75-08-03: 75-08-03 PIPER AIRCRAFT CORPORATION: Amendment 39-2148. Applies to PA- 28-140, PA-28-150, PA-28-151, PA-28-160, PA-28-S-160, PA-28-180, PA-28-S-180, airplanes serial numbers 28-03, 28-1 thru 28-7525201; PA-28R-180, PA-28R-200 airplanes serial numbers 28R-30002 thru 28R-7535143; certificated in all categories. To detect and correct unsecured fuel drain valves installed at the gascolator, accomplish the following or an equivalent method approved by Chief, Engineering and Manufacturing Branch, Southern Region: (a) Prior to next flight, unless already accomplished, check the fuel gascolator drain valve, (Piper Part No. 492-022) to determine if it is tight in the fitting by attempting to turn the valve counter-clockwise by hand. This check may be performed by the pilot. 1. If the valve is loose, tighten by turning clockwise, check the drain for proper operation and tighten the lock seal nut (Piper Pat No. 477-677), if installed, all in accordance with FAR 43. (b)Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, secure the valve in the gascolator fitting as follows: 1. Remove the fuel gascolator drain valve from the gascolator AN 915-1D fitting, (Piper Part No. 458-946), if installed. NOTE: Do not remove the valve if Loc-tite has been previously applied. 2. Unless already accomplished, install a lock seal nut (Piper Part NO. 477- 677). Install with seal toward AN 915-1D fitting. 3. Apply one (1) drop of Loc-tite (88-31) sealant, coating only the 2nd, 3rd, and 4th threads evenly. NOTE: Do not allow Loc-tite to enter the Fuel System. 4. Install drain valve into AN915-1D fitting with a minimum of 2 1/2 turns and a maximum of 3 1/2 turns. 5. Secure valve in place with lock seal nut. Piper Service Bulletin 450 pertains to this subject. The amendment becomes effective April 4, 1975.
2019-25-10: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. This AD was prompted by reports of fuselage bottom [[Page 437]] skin exfoliation corrosion, fuselage skin bulging and cracking, and missing fastener heads. This AD requires a detailed inspection of the fuselage bottom skin for corrosion; skin cracks or bulges; and missing, loose, or broken fasteners; and, depending on the findings, accomplishment of applicable repairs; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. We are issuing this AD to address the unsafe condition on these products.
81-18-01: 81-18-01 BELL: Amendment 39-4192. Applies to Models 206A, 206B, 206A-1, 206B-1, 206L, and 206L-1 helicopters, equipped with main rotor trunnions, P/N 206-010-104-3, 206-011- 113-001, 206-011-120-001, 206-011-113-103, and 206-011-120-103, certificated in all categories (Airworthiness Docket No. 81-ASW-27). Compliance required as indicated. To prevent possible failure of the main rotor trunnion, P/N's 206-010-104-3, 206-011- 113-001, 206-011-120-001, 206-011-113-103, and 206-011-120-103, due to fatigue cracks, accomplish the following, unless already accomplished: a. Main rotor trunnions, P/N 206-011-120-001, with 1,100 or more hours' time in service on the effective date of this AD must be retired from service within the next 100 hours' time in service. b. Main rotor trunnions, P/N 206-011-120-001, with less than 1,100 hours' time in service on the effective date of this AD must be retired from service prior to or on attaining 1,200 hours' time in service.c. Main rotor trunnions, P/N 206-010-104-3, 206-011-113-001, and 206-011-120- 103, with 2,300 or more hours' time in service on the effective date of this AD must be retired from service within the next 100 hours' time in service. d. Main rotor trunnions, P/N 206-010-104-3, 206-011-113-001, and 206-011-120- 103, with less than 2,300 hours' time in service on the effective date of this AD must be retired from service prior to or on attaining 2,400 hours' time in service. e. Main rotor trunnions, P/N 206-011-113-103, with 4,700 or more hours' time in service on the effective date of this AD must be retired from service within the next 100 hours' time in service. f. Main rotor trunnions, P/N 206-011-113-103, with less than 4,700 hours' time in service on the effective date of this AD must be retired from service prior to or on attaining 4,800 hours' time in service. g. The helicopter may be flown in accordance with FAR 21.197 to a base where compliance with this AD can be performed. h. The retirement times, for the main rotor trunnions, established by this AD, are as follows: Part Number Service Life-Hours 206-011-120-001 1,200 206-010-104-3 2,400 206-011-113-001 2,400 206-011-120-103 2,400 206-011-113-103 4,800 (Bell Helicopter Textron Alert Service Bulletins 206-80-7, Rev. B, dated October 15, 1980, and 206L-80-9, Rev. B, dated October 15, 1980, pertain to this subject.) This amendment becomes effective September 22, 1981.
80-13-01: 80-13-01 STRONG ENTERPRISES: Amendment 39-3793. Applies to all angled plastic parachute ripcord handles (P/N 1034) to which the ripcord cables are attached through only one leg of the handle and not attached through the drilled reinforcing crossbar in a lengthwise direction (see Figure 1). These handles were manufactured by Strong Enterprises in accordance with FAA Technical Standard Order (TSO) C-23b, Parachutes, for use on Strong Enterprises "Pop-Top" Chest-Mounted Reserve Parachutes (P/N 1023), but may be found on parachutes of other makes, models or types. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo prevent the possible nondeployment of a parachute canopy due to separation of the plastic handle from the ripcord cable when subjected to the deployment pull force, accomplish the following: replace the plastic handle shown in Figure 1 with a metal handle (P/N 1025) supplied by Strong Enterprises prior to the parachute being made available for any parachute jump. \n\n\tCompliance with the provisions of this AD may be accomplished in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. \n\n\tThis amendment becomes effective June 16, 1980.